Carburetor



R. H. TAYLOR.

CARBURETOR. APPLICATION FILED MAY 6, I916- 1,419,993., Patented June 20,1922.

WITNESSES wNlTED STATES PATENT OFFICE.

RICHARD H. TAYLOR, OF DETROIT, MICHIGAN, ASSIGNOR T0 SOCIETE DU CARBU- RAIEUR ZENITH, OF LYON, FRANCE, AGORPORATION -01 FRANCE.

7 camanim'roa.

Specification of Letters Patent. Patent d J 20; 1922 Application filed May s, 1916. Serial No. 95,809.

shown one form of my improved device, and

Figure 2 is a sectional view on the line IIII of Figure 1.

This invention relates to an improvement 'in carburetors and is designed to provide an inexpensive and eflicient device for enriching the mixture under low suction when the throttle is suddenly thrown open.

' As is well known to those familiar with the art, there is a partial vacuum formed in the cylinders when running under low suction, or when the throttle has been almost closed, and if the throttle is suddenly opened there will be an inrush of air through the carbureting chamber to compensate for this partial vacuum, so that the mixture taken during this inrush is very lean.

The object of my invention is to provide an auxiliary feeding device for supplying fuel at this time, so as to enrich the mixture during this inrush when the throttle is thrown open.

The precise nature of my invention will be best understood by reference to the accompanying drawings which will now be described, it being premised, however, that various changes may be made in the details of construction and the general arrangement of the parts,-without departing from the spirit and scope of my invention, as defined I 1 novel feature of my device. and its operation In the drawings, the reference character2 designates a constant levehchamber having in the appended claims.

a float 3 therein, which is arranged to control the flow through the inlet 4. 5 is the main 'et or nozzle, which is connected with the chamber 2 by meansof a channel 6 so that the jet 5 willalways receive a full supply of fuel therefrom. This jet'5. is located within the carbureting chamber 7, having a throttle tate the throttle valve.

phere which may be controlled by any suitable valve mechanism or may be completely open to the atmosphere. Within this atmospherlc well is a tube 10 which communicates with the channel 6 while 11 indicates openingsthrough the wall of this tube 10 for feeding gasoline to the atmospheric well. 12 is a compensating jet surrounding the main et and which isin communication with the atmospheric well through the medium of the channel. 13.

Formed in the carburetor adjacent to the atmospheric well is a chamber 14 which is in communication with the atmospheric well by means of a channel 15, and mounted within this chamber 14. is a low speed feeding dev1ce having a fuel jet 16 and an air inlet 17. This low speed fuel feeding device communicates with a channel 18 which communicates with the carbureting chamber 7 adjacent to the throttle valve 8 and which is ar-' ranged to feed fuel to the chamber under.

low speed when the throttle is nearly closed.

Adjacent to the atmospheric well 9 is a second well 19 which is very small in comparison to the atmospheric well 9. This 'well 19 is open to the atmosphere at the top and is in communication with the atmospheric well by means of a channel 20 which is slightly below the normal level of the fuel in the constant level chamber and the top level of the fuel in the atmospheric well. The arrangement is such that the well 19 will only be supplied with fuel when the level of the fuel in the atmospheric well is very nearly equal to the level of the fluid in the constant level chamber; b0 tom of the well 19 is a tube 21, the other Connected to the en of which preferably opens into the venturi within the carbureting chamber 7 below This auxiliary fuel feed constitutes the is as follows Assuming the engine tobe at an absolute standstill, the fuel from the constant level chamber will reach the same level in all of the passages. If the engine is started, and maintained at the lowest possible idling speed, the fuel level in the-mainatmospheric well 9 will drop slightly due to the effect of the slow speed feeding device, terminating at that it will be slightly below thenew level assumed by the fuel in the main atmospheric the throttle. The channel 20 is so positioned well'with the motor running slowly as described. As there is always a partial vacuum in theengine when running under low suction, there is an inrush of air to the cylinders through the carbureting chamber when the throttle valve is opened and when this inrush takes place, the pressure of air on the top of the'fuel in the well 19 will cause it to be forced up through the tube 21 into the carbureting chamber and carried into the engine by this inrush of air. This auxiliary fuel supply at this time is very helpful, as when the throttle is'suddenly opened, it will supply the necesary fuel to form a rich mixture which would not be supplied through the jets on account of the inertia of the fuel. Immediately after the throttle has been opened wide and the first inrush has taken place, the engine will be Working under high suction which will lower the level of the fuel in the atmospheric 'well so that the auxiliary well 19 will not be filled as long as the level of the fuel in the atmospheric chamber is below the level of the channel 20, but as soon as the engine is again running under low suction, the atmospheric well will fill while the well 19 will. in turn be filled as soon as the fuel level passes the channel 20.

The advantages of my invention result from the provision of an auxiliary fuel feeding device which is arranged to supply fuel to the mixing chamber when there is an inrush of air caused by the opening of the throttle after the engine has been running on low suction.

I claim:

1. A carbureter having a constant level chamber, a carbureting passage, a throttle valve in said passage, a primary jet forfeeding fuel to the carbureting passage below the throttle valve, means for feeding fuel from a constant level chamber to said jet, an atmospheric well, means to feed fuel to said well, a secondary jet comunicating with the atmospheric well and terminating adjacent the throttle, a second atmospheric well com- 'ing passage to form a rich mixture when the throttle is opened, substantially as described.

2. A carburetor having a constant level chamber, a carbureting passage; a throttle valve in said passage, an atmospheric well,

means for feeding fuel directly from the atmospheric well to the carbureting passage, means for feeding fuel from the constant level chamber to the atmospheric well, a second well in communication with the upper,portion of the atmospheric well, and an auxiliary fuel feed for temporarily feeding additional fuel to the carbureting passage directly from the second well, substantially as described.

3. A carbureter having a constant level chamber, a carbureting passage, a throttle valve in said passage, a primary jet for feeding fuel to the carbureting passage, means for feeding fuel from the constant level chamber to said jet, an atmospheric well, a secondary jet in direct communication with the atmospheric well for feeding fuel to the carbureting passage, means for feeding fuel from the constant level chamber to the atmospheric well, a second well in communication with the upper portion of the atmospheric well, and an auxiliary fuel feed communicating with the second well for feeding additional fuel to the carbureting passage, substantially as described.

In testimony whereof, I have hereunto set my hand.

v RICHALRIDH. TAYLOR.

Witnesses: I

V. R. 'HEPrLER,

A. H. Doom'rrnn. 

